Dr. vora ppt chapter 5 diesel aftertreatment

DIESEL AFTERTREATMENT DEVICES

ENGINE DEVELOPMENT LABORATORY
1

2

Diesel Emissions Regulations
Drive the Technology
China:
Heavy duty vehicles
NOx + PM
2010 Euro IV
India: 2012 Euro V
Heavy duty vehicles
NOx + PM
2010 Euro IV

S. Korea:
Brazil: Heavy duty vehicles
Heavy duty vehicles NOx + PM
NOx + PM 2007 – Euro IV
2009 Euro IV 2010 – Euro V
3

VEHICLE EMISSION NORMS & SULPHUR
REDUCTION SCHEDULE IN INDIA

4

European Fuel Sulphur Levels (PPM)
Fuel Quality (Sulphur Level) is critical for controlling Emissions

Euro 2 Euro 3 Euro 4 Euro 5

500 India 2010
Widely Available
400 In 2005; 100% Sulphur: 50 PPM
In 2009
300
200
100
0
Gasoline Diesel Source: CAI-Asia

ENGINE
Ref: M. Walsh, Clean Fuels in China (June, 2003)
DEVELOPMENT LABORATORY
5

DIESEL EMISSIONS

PM – particulate matter or soot
HC & CO

HC – Hydrocarbons PM
CO – Carbon monoxide Diesel
challenges
NOx

NOx – Oxides of nitrogen

6

POST COMBUSTION EMISSION
CONTROL TECHNOLOGY OPTIONS
NOx / PM CONTROL

NOx CONTROL PM CONTROL METHODS
METHODS
DeNOx SOF SOLID PARTICLES

LNT/LNC DIESEL DIESEL
OXIDATION PARTICUALTE
SCR CATALYST FILTER
ACTIVE / PASSIVE
TYPE
COMBINATION

7

DIESEL EMISSION CONTROL
DIESEL OXIDATION CATALYST ( DOC )
REQUIREMENTS OF DOC:e SOF portion of not oxidize SO2 to SO3
 For CO & HC reduction. It does not alter NOx
 Reduce SOF portion of PM
 It should not oxidize SO2 to SO3
 The catalysts such as the precious metals (Pt, Pd), which are active to
oxidize the SOF are also active towards the oxidation of SO 2 to SO3.
 Adding base metal Oxides (Vanadia) to high Pt loaded catalyst to
suppress the sulphate making reactions.
 At low temperature SOF is adsorbed in pores & at high temperature
H2SO4 is released. This is avoided with washcoat additives such as silica,
zirconia, titania.

8

DIESEL EMISSION CONTROL

NOx / PM Trade-off
critical
diesel tuning

PM

NOx

9

NOx vs PM
Parameter Effect Effect on PM
change on NOx
Cycle
temperature Better Combustion
increases conditions prevails

There is excess
air in bowl Towards complete
combustion

Longer premixed
Improved initial
combustion mixing, chances of
phase better combustion

10

NOx – PM
emission control
strategy
PM

A 2-V config

100% B 4-V config
A
C Increased inj. rate
B D Inj. Timing retard
C E Electronics in injection

50% D F Variable swirl

E G Oxicat, EGR

F H DPF, DeNOx Cat

G
H
50% 100% NO LABORATORY
ENGINE DEVELOPMENT 11
x

Exhaust Gas Recirculation

12

Influence of EGR

200%
hot EGR

(20% ↓ NOx
150% 70% ↑ PM)
PM

cooled EGR

100% without EGR

(≈ NOx
60% PM ↓)
50%
50% 75% 100% 125%
NOx

13

HIGHLIGHTS OF THE LITERATURE STUDY AND ANALYSIS WORK
EGR

Methods -
• High Pressure
• Low Pressure
• Combination

Low pressure is FIRST choice for Euro-V
High pressure can be used upto Euro-IV

14 14

Diesel Engine Euro III Technology Options

15

Emission control technology 4-V technology
for Diesel Passenger Cars Electronic diesel control
– Rotary pump
PM EGR ??
Oxicat
0.080 EURO-
2 4-V technology
Common Rail DI
EGR – cooled ??
Variable swirl control - ??
Double oxicat
0.050 EURO-3
+ DPF
NOx Cat
0.025 Cooled EGR
Variable Swirl control

g/km EURO-4
0.030 0.056 0.070 HC+NO
16
x

HIGHLIGHTS OF THE LITERATURE STUDY AND ANALYSIS WORK

Combustion

17 17

Particulate Matter
Reduction

18

TREND IN DIESEL EMISSION CONTROL

 CRDI turbo- charged diesel engine fitted with Diesel Oxidation Catalyst (DOC)
has low emissions, but still needs trade-off between Particulate Matter (PM)
and Oxides of Nitrogen (NOx).
 High percentage of EGR upto 30% can be used to reduce NOx considerable,
but this leads to increase in PM.
 Need for independent technology to reduce NOx & PM

 For PM control, we require the use of Catalysed Diesel Particulate Filter
(CDPF)
 For NOx control, we require Lean NOx Trap (LNT) or Selective Catalytic
Reduction (SCR).
 Use of CDPF and LNT or SCR together will produce simultaneous reduction of
PM and NOx.

19

INTRODUCTION TO DPF
 The first utilization of diesel filters on car was made in California
by Mercedes-Benz in 1985
 Starting from 2000, the interest in diesel filter systems by
automotive manufacturers was reestablished
 Since 2001, PSA Peugeot was the first company to utilize DPF on
passenger cars with Fuel Additives for Passive Regeneration.
 Since 2003, Damlier Chrysler utilized Catalyzed DPF (CDPF) on
Passenger cars for Passive Regeneration.
 Recently, other car producers started to introduce diesel filters in
certain models.
 As regards particulate emissions, the wall-flow diesel particulate
filter (DPF) is today the most efficient after-treatment device,
attaining filtration efficiencies over 90% (for dry particulate)
under normal operating conditions.

20

DIESEL PARTICULATE FILTER (DPF)
OR CATALYZED SOOT FILTER (SCF) FOR
PM REDUCTION

 Plugged channel honeycomb
 Particulates trapped on wall
 Regenerated to burn particles
 Catalyzed or uncatalyzed

21

EMISSION CONTROL USING DOC & CDPF

22

PERFORMANCE REQUIREMENTS FOR DPF
The four basic requirements which the filter must
meet are:
 adequate filtration efficiency to satisfy
particulate emissions legislation;
 low pressure drop to minimize fuel penalty and
conserve engine power (10 g/l loading allowed)
 high thermal shock resistance to ensure filter
integrity during soot regeneration;
 high surface area per unit volume for compact
packaging.

23

1. Development History
1988 1998 1999 2000 2001 2002 2003 2004 2005 2006

Fine Ceramics Euro3 regulation Euro4 regulation
(β-type SiC Powder)
1 st Mass-Production 1 st Mass-Production Mass-Production Lines
Line in Japan Line in France in Hungary
Unique features of SiC
1988 - Start of DPF development
- Basic Evaluation

Co-Development with EU customers
- Durability Test
1 st series equipment in the world

SOP in June 2000
DPF for additive system
FBC(Fuel Borne Catalyst) System
SOP in January 2004
DPF for catalytic coating system

City Bus & Construction machines
24

2. Technology Roadmap
2005 Euro4 2010 Euro5 2015 Euro6
maintenance Interval 100Kkm 160Kkm 250Kkm?
From Euro5 almost all cars require DPF
Develop and supply DPF
C/C C-DPF 2brick
hat would comply with System (20-40g/L) RD053
he requirements for all (40-60g/L) RD061
ngines and generations.
Thin DOC+C-DPF
C/C C-DPF 2brick System
(20-40g/L)
Newly designed OS thin wall type: RD053
OS+Medium porosity design: SD061
U/F C-DPF System
Thin DOC+C-DPF Maintenance free/Downsizing

High Robustness -High Coat ability
-High Coat ability
Low Pressure loss -Low Pressure Loss
-Low Pressure Loss
DOC+C-DPF Thin wall / Low porosity type -Low Heat Capacity
-Low Heat Capacity
SD031 -High Ash Capacity
High Robustness -High Ash Capacity
Low porosity type
SD991/SD021 Optimized Asymmetrical cell structure Outlet

“Unique Octo-Square Cell Structure”
Inlet
25

6. Advantages of SiC-DPF

SiC grain Characteristics of SiC-DPF
+ High Thermal Resistance
+ High Chemical Resistance
+ Low Pressure Loss
Pore + High Filtration Efficiency

Uniform pore structure
26

High Thermal Resistance
ｾLength: 150.5mm
ｸﾞﾒﾝﾄの長さ :10” L
35
Accumulated soot mass [ g/ L]

SiC-DPF 問題なし
SiC Non crackNo problem SiC: Cracked
30 SiC-DPF ｸﾗｯｸ発生
SiC Cracked Cracked
ｺｰｼﾞｪﾗｲﾄ問題なし
Cordierite crack problem
Cord. Non No
25 Cordierite ｸﾗｯｸ／溶損
ｺｰｼﾞｪﾗｲﾄ Cracked/Melted
Cord. Cracked or Melted

20

15
Cordierite:
SiC-DPF
SiC-DPF
SiC-DPF　
Melt
10 Melted
安全領域
Safety
Safety Area
area Crack
5 ｺｰｼﾞｪﾗｲﾄ
Cord.-DPF
Cordierite
Safety Area
安全領域
Safety
0 area
0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4
Gas velocity [ m/ sec]

-Thanks to high thermal resistance, SiC-DPF has higher SML

compared to Cordierite.
ENGINE DEVELOPMENT LABORATORY 27
-Failure mode of SiC-DPF is only “crack” in case of soot

High Filtration Efficiency SiC-DPF

Pore dia. distribution
3.0

2.5
dV/ dlo gD Po re Vo lum e

2.0

1.5
Cordierite
1.0

0.5

0.0
1 10 100
Po re dia m e t e r (um )

Thanks to the sharp pore dia. distribution, SiC-DPF has uniform
pore structure, which enables to reach high filtration efficiency.
28

Low Pressure loss
Flow velocity = 5m/sec SiC-17/100
Cordierite-17/100
SiC-14/200 High duration type
45 SiC-12/300 low pressure type
Pressure loss [Kpa]

40
35
30
25
20
15
10
5
0
0 2 4 6 8 10 12 14 16 18
Soot [g/L]

To compare cordierite ,SiC-DPF has a low pressure 29
loss

High Chemical Resistance

Additive Ash
CS
i
ei r e d o C

CuO Fe 2 O 3 CeO 2 Ash CeO 2 Fe 2 (SO 4 ) 3 CuSO 4 Na 2 SO 4 K 2 SO 4
t i r

-nH 2 O -5H 2 O

(Condition/Temp=1350deg.C, Time = 50hrs) (Condition/Temp=1350deg.C, Time = 1hr)

No reaction Discoloration Melted Cracked

SiC is stable material against chemicals.

30

DPF Regeneration

31

Passive Regeneration

32

Diesel Particulate Filter System

Source: CAI-Asia

33

Post Injection Regeneration for an Uncoated DPF

34
(Umicore)

CDPF ACTIVE REGENERATION

35

THE MAIN GOALS IN THE DEVELOPMENT OF A
CATALYTIC FILTER COATING
 Reduction of the activation energy for soot oxidation
 Improvement of the passive regeneration behavior,
lowering of the balance point (This is defined as the
temperature at which the same amount of soot in the
particulate filter is oxidized as is emitted by the engine
in the same unit of time)
 Suppression of secondary emissions during filter
regeneration
 Good HC/CO light-off for supporting the function of
an upstream oxidation catalyst
 High thermal stability
 Preferably no negative impact on backpressure

36

CATALYTIC COATING OF SiC DIESEL PARTICULATE FILTERS

 The advantage of these new filter substrates is a higher tolerance with
respect to the backpressure behavior compared to a catalytic activation.
 However, lower mechanical stability and reduced maximum soot loading
represent disadvantages.
 In contrast to standard applications such as three-way or oxidation
catalyst, in which the substrate serves exclusively as the carrier for the
catalyst, the diesel particulate filter has its own functionality which is
changed by a catalyst coating .
 In this way, for example the coating can increase the filtration efficiency
of the filter and influence its maximum soot loading.
 Decisive, however, is the effect of the coating on the backpressure
behavior of the filter.
 This interaction between filter substrate and coating must be taken into
consideration in the development of a suitable catalyst.
 Taking these factors into account, two coating processes for particulate
filters have been developed .
 These processes are referred to as “Microcoating” and “Macrocoating”.

37

Continuous Regenerative Trap (CRT)
• Oxidises CO and HC to CO2 and H2O
• NO is oxidised to NO2
• Collects Soot in wall-flow particle filter
• NO2 reacts with trapped soot to form CO2 & NO
• Requirements: Fuel S < 50 ppm & NOx/PM > 20
• Passive system - no external heating necessary
provided Temperature is high enough
(>260°C for 40% of the time)
• CO, HC, PM reduction > 90%

38

CRT Particulate Filter
Outlet
Section
Filter
Section
Catalyst
Section
Inlet
Section

Honeycomb Wall-flow
Catalyst Filter

NO2 Reaction in a CRT

NO+CO2

NO NO2
½O2
NO2
CO CO2
½O2

NO+CO2
HC H2O+CO2
O2

Flow Through Catalyst Wall Flow Filter

40

US 2007 Emission Control is Focused on PM

41

HC De-NOx (Diesel Lean NOx Catalyst DLNC)
Zeolite absorbs HC during Cold Start and when the temp is
high enough for light-off, the HC is released for reduction of
NOx. Fuel is injected downstream of catalyst which acts as a
NOx redundant. Operating Temp. window 200 to 300 deg C.

NOx Adsorber (Lean NOx Trap LNT)
Base metal Barium Alumina absorbs and stores NOx in lean
burn operation. Regeneration reqd to avoid deposition on
catalyst material. Occasionally rich mixture is fed which
converts adsorbed Nitrate into N2 .

Urea SCR (Selective Catalytic Reduction)
Urea in solid or aqueous form is used. In the presence of
catalyst urea decomposes to produce NH3, which reacts with
NOx selectively. NH3 reacts with NO and NO2 converting to
N2 molecules and H2O.

42

HC DeNOx CATALYST OR DIESEL LEAN NOx CATALYST (DLNC)
 Reducing NOx by HC under the excess of oxygen is currently the most
advanced diesel DeNOx concept
 Zeolite absorbs HC during Cold Start and when the temp is high enough
for light-off, the HC is released for reduction of NOx.
 HC emissions are used to reduce NOx at around 300°C

 The catalyst for the HC DeNOx is Pt on support oxide
(Al2O3, SiO2,TiO2, ZrO2..)

 This method requires reasonable amounts of HC in the exhaust gas,
which can be achieved, either by post injection using CRDi or by
secondary fuel injection.
 NOx reduction up to 30% possible.

 However, there is fuel penalty (3-6%) and expensive system cost.
43

HC DeNOx MECHANISM
NO + O2= NO2
[NO activation, requires reducible site]

CxHy + NO2= CO2 + N2 + H2O (Preferred)

[Competition for HC, on oxidizable sites]

CxHy + O2 =CO2 + H2O (Not preferred)
[HC oxidation, very fast]
44

EMISSION CONTROL USING HC DeNOx & CDPF

US2010/ EU VI

De
NO
x

Oxidation Catalyst
Catalyzed Soot
Filter

45

NOx Adsorber Catalysts
• Lean conditions (lambda > 1)
– Oxidises CO and HC to CO2 and H2O
– Oxidises NO to NO2
– NO2 is stored as Nitrate
• Rich conditions (lambda < 1)
– Nitrates are reduced to NO2
– NO2 is released and reduced to N2
• NOx reduction > 70% possible.
• Requirements: S < 10 ppm
46

NOx Adsorber Catalyst Functions
LEAN:

NO2 generation
NO2 storage
(CO, HC, SOF oxidation)

RICH:

NOx release
NOx conversion
(Desulfation)

47

NOX ADSORBER OR LEAN NOx TRAP
 Since NO is known to show slower reactivity with metal oxides than NO2 and
engine-out NOx primarily consist of NO (90%), NO must first be oxidized to NO2
over an oxidation catalyst (e.g. Pt based ).
 The adsorption of a NOx adsorber catalyst entails reaction of an acidic gas (NO2)
with a basic adsorbent (oxides or carbonates of alkali and alkaline earth
elements, e.g. BaO and BaCO3) to form nitrate or nitroso-species, both on the
catalyst surface.
 The operational temperature range of the NOx adsorber catalyst is governed by
the low and high limits.
 The low limit is controlled by the light-off temperature required for the catalyst to
oxidize NO into NO2 and the upper limit is determined by the temperature of
thermodynamic stability of the trapped nitrogen oxide species e.g. Ba(NO3)2
 When the effective storage capacity of the adsorber is below the desirable level,
reductant (e.g. diesel fuel) is injected to establish a rich environment.
 Under this condition, the trapped NOx is reduced to N2 following a conventional
three-way catalytic conversion principle.
 However , the adsorbent function (e.g. BaO around Pt sites) is extremely
susceptible to deactivation from sulphur oxides in the exhaust by the formation
of sulfated species that hinder adsorption sites intended for NO2 storage.
48

EMISSION CONTROL USING CDPF & LNT

US2010/ EU VI

Ox
i
Ca dati
tal on
ys
t

Catalyzed
NOx Trap
Soot Filter

49

EMISSION CONTROL USING LNT & CDPF

US2010/ EU VI

NO
xT
ra
p

Oxidation Catalyst
Catalyzed Soot
Filter

50

SELECTIVE CATALYTIC
REDUCTION (SCR)
 Within Europe, the principal NOx control strategy
starting in 2005, is Selective Catalytic Reduction
(SCR) using ammonia, derived from urea as the
reductant.
 Here ammonia reacts with NOx selectively on a
catalyst, such as V2O5TiO2, under oxygen rich
exhaust gas
• Urea/water solution reacts at > 200 °C
to form NH3 and CO2.
• NH3 reduces NO and NO2 to N2.
• NOx reduction > 80 % possible.
• Fuel with S up to 500 ppm can be used.

51

Urea SCR System

Urea Injector

FLOW

Oxidation 2 x SCR 1 x Pt Clean-up
Catalyst Catalysts Catalyst

52

DPF+SCR

53

DPF+SCR+AMOX

54

CRDPF + SCR
 Combined Continuously
Regenerative Diesel
Particulate Filter (CRDPF)
with urea-based Selective
Catalytic Reduction(SCR)
for simultaneous PM &
NOx Control.
 Two methods are used to
achieve accurate dosing of
urea:
a) Detailed urea injection map
based on engine
information.
b) Urea injection based on
real time NOx input (NOx
sensor based) and
calculation logic.

55

ONE APPROACH TO SCR
SCR Catalyst (S)
4NH3 + 4NO + O2 → 4N2 + 6H2O
Oxidation Catalyst (V)
Urea 2NH3 + NO + NO2 → 2N2 + 3H2O
2NO + O2 → 2NO2
(NH2)2CO
8NH3 + 6NO2 → 7N2 + 12H2O
4HC + 3O2 → 2CO2 + 2H2O
2CO + O2 → 2CO2

Exhaust
Gas
V H S O

Hydrolysis Catalyst (H) Oxidation Catalyst (O)
(NH2)2CO + H2O → 2NH3 + CO2 4NH3 + 3O2 → 2N2 + 6H2O

56

SCR TECHNOLOGY : TWO TYPES OF DESIGN
 An NH3 slip control catalyst is also used  Within the Compact design, the gas first
at the end of the SCR catalyst system to passes through the CR-DPF system, and
oxidize any NH3 that is not used during is then turned through 1800 and flows
the reaction. through the SCR catalysts, which are
coated onto metallic, annular substrates,
 Many of the SCR-DPF systems are
fitted around the CR-DPF system.
configured in the linear design, where
 This presents a wider but much shorter
an SCR + Slip catalyst system follows a
CRDF system packaging envelope for the combined
system. It is necessary that it should meet
space constraints of the vehicle
 The SCR catalyst is followed by an
ammonia slip catalyst also coated on
ceramic substrates.
 The size of the SCR catalyst is based on
the engine exhaust flow rates.
 Typically the volume of catalyst is 1.5
to 2 times the engine displacement

57

UREA DOSING AND INJECTION SYSTEM
 Urea dosing and injection system  The amount of urea to be injected
are different but contain similar is calculated from input signals
functions. received from the following:
 A metered amount of urea is  Engine Out NOx (Conc.) Sensor
delivered into a pressurized air  Engine Parameters via installed
stream.
sensors or CAN J-1939 data bus
 The air and urea mixture is then
 Exhaust gas temperatures at
transported to a nozzle that
CRDPF inlet, SCR inlet and SCR
atomizes and distributes the urea in
outlet
the exhaust flow.
 Urea Temperature
 The mechanical functions of the
 Urea and Air system pressures
system consist of air pressure
regulation, pumping urea from the
tank to the dosing system and
metering the urea into the airflow.

58

THE COMPONENTS IN THE UREA DOSING SYSTEM

 This information is used along with • The components of the urea injection
application specific data entered into the system consist of a urea pump, an air
ECU to calculate the amount of urea regulator and a dosing manifold. Urea
needed to get the maximum possible is pumped from the tank to the urea
NOx reduction, under that operating dosing manifold via a 24 volt
condition. accumulator pump capable of
 A NOx sensor is installed in the exhaust delivering up to 157ml/min of urea.
pipe at the outlet of the turbocharger. • An air regulator is used to deliver
 The retrofit system ECU uses an dosing manifold.
algorithm that calculates the amount of • Either the test cell or the vehicle air is
urea needed based on the engine outlet used to supply this air to the regulator.
NOx reading and the exhaust flow of the • The air regulator is specific to the
engine. system.
 The ECU then sends a signal to the Urea
dosing manifold to deliver the required
amount of urea to the SCR catalyst.

59

FEV’s SCR+DPF FOR SUV

60

EMISSION CONTROL USING CDPF+SCR

61

DESIGN VALIDATION TECHNIQUES USING CFD
 The Diesel particulate filter (DPF) is  The porous silicon carbide honeycomb, used
composed of a ceramic square channel for the experiments from which data will be
honeycomb with alternate channels used, has the following geometric features:
plugged. The material considered for the
test case is porous silicon carbide with
 Cell density 200 channels/in.2
the following properties:
  Wall thickness 4 mil inch
Intrinsic porosity 45%
  Plug length 0.07 inch
Intrinsic density 3100 kg/m3
  Monolith diameter 5.66 inch
Permeability 5.4 × 10-13 m2
  Monolith length (L) 5.66 inch
Effective heat capacity 690 J/kg/K (25°C)
 Effective thermal conductivity 70 W/kg/K
(25°C)

62

DESCRIPTION OF RELEVANT PARAMETERS TO BE OBSERVED
• The Diesel oxidation catalyst DOC also consists of • The aim is for the above parameters to be
a monolithic square channel honeycomb made of used as realistic boundary conditions for the
silicon carbide, which has the coating with a application-specific models of the after-
platinum catalyst.
treatment devices. Specifically, within the
• The DOC ( 2 Nos) has the following geometric DPF, coupling with the 3-D flow solver is
characteristics: channel density 400 channels/in.2
wall thicknesses 6.5 mil inches, monolith length (L) expected to improve the predictive capability
2.5 inch, monolith diameter 5.66 inch. of the DPF regeneration model, which will in
• The above properties and characteristics can be turn be assessed by observation of:
translated into bulk properties (e.g. flow resistance) • a) Time response of the DPF pressure drop
by analytic expressions, or are otherwise used in (flow resistance)
modeling the bulk behavior of the honeycomb
material regions. • b) Time response of the DPF (internal)
temperatures and outflow temperature,
• Hence, the focus in the current context is in
the additional information, which a 3-D flow • c) Distribution of soot mass loading within
solver can provide: the filter during and after the regeneration
sequence.
• a) Exhaust gas velocity and temperature
profiles entering the DPF and DOC devices,
• b) Temperature distribution within the
devices due to 3-D internal heat transfer and
non-axisymmetric heat losses to the exterior.

63

SOFTWARE & BOUNDARY CONDITIONS
 MODEL SETUP WITH THIRD-  OUTFLOW:
PARTY SOFTWARE :  Pressure outlet: 0 gauge pressure. Exhaust
 The third-party software used for the flow after the devices is vented to the
automotive test case was Gambit2.0 and environment.
Fluent 6.0.1  WALLS:
 TURBULENCE MODEL  No-slip condition for momentum.
 Heat loss at the walls of an exhaust system is
 The standard k-ε model is used. The normally treated as a function of temperature
regions occupied by the DPF and DOC with a heat transfer coefficient for natural
monoliths are considered laminar zones and/or forced convection.
(no production or dissipation of  However, the surfaces of the experimental
turbulence; momentum transfer based exhaust system are wrapped with a layer of
on laminar viscosity). fibrous insulation and a covering of
 INFLOW: (SPECIFIED INLET aluminium foil.
VELOCITY)  Therefore, a very small heat loss rate
proportional to the exhaust-to-environment
 25 - 35 m/s during normal (loading) and temperature contrast can be assumed.
regeneration mode operation  GAS PROPERTIES:
 Turbulence intensity: 10%  (Assume properties of air, variable with
 Turbulence length scale: 0.005 m temperature)
 Temperature: 250 – 350 °C  Exhaust gas density: equation of state for
ideal gas with molecular weight 29 gr/mol.

64

CONCLUSIONS
 For meeting BS IV Norms, optimised shallow combustion chamber
with optimized CRDi, Cooled 30% EGR and DOC may be the good
beginning.
 The next step may be addition of CDPF for PM control and engine
optimization for NOx reduction.
 For Euro V Norms, addition of HC DeNOx, LNT or SCR may be tried
for NOx reduction.

 In the case of new developments for Euro 4 compliance, the new design
is recommended to be protected for high peak firing pressure
capability.
 Transient behaviour of engines will become decisive and most
challenging with very low engine-out emissions as mandatory
for Euro V/VI.

65
65

REFERENCES
 1 J. Abthoff, H. D. Schuster, C. Noller: “Concept of catalytic exhaust emission control for Europe”,
SAE Paper 94047, 1994.
 2 K. Pattas, Z. Samaras, N. Patsatzis, C. Michalopoulou, O. Zogou, A.Μ. Stamatelos and M. Barkis.
“On-Road Experience with Trap Oxidizer Systems Installed on 5 Urban Buses”, SAE paper 900109,
1990.
 3 K. Pattas., A. Stamatelos, “The Effect of Exhaust Throttling on the Diesel Engine Operation
Characteristics and Thermal Loading”, SAE paper 890399, 1989.
 4 J.C. Clerc, “Catalytic Diesel exhausts after-treatment”. Applied Catalysis B: Environmental 10
(1996) 99-115.
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